Car-bolster



PATENTED MAR. 6, 1906. J. v. MoADAM.

UAR BOLSTER.

APPLICATION FILED SEPT. 11, 1905.

3 SHEETS-SHEET l.

I Inventor @7222 Kile/M 0770,

I I I I Attorneys Witnesses No. 814,470, PATENTED MAR. e, 1906.

X J. v. MoADAM. 7

CAR BOLSTER.

APPLICATION FILED SEPT. 11 1905.

3 SHEETSSHEET 2.

- v v v Inventor.

by Q

Attorneys 2 Witnesses PATENTED MAR. 6, 1906.

J. V. MoADAM.-

OAR 'BOLSTER.

APPLICATION FILED SEPT- 11l 1905.

3 SHEETS-SHBET 3 l LI I W i nesses V nven or. by mlt Attorneys i 12 24 v 0 0 60 .20 9a A v .1 L r 16 9 G O a 0 14 p g 2 N O G I O PATENT OFFICE,

JOHN V. MGADAM, OF GRANITE CITY, ILLINOIS.

CAR-BOLSTER.

Specification of Letters Patent.

Patented March 6, 1906.

Application filed September 11. 1905. Serial No. 277,940,

To all whom it may concern:

Be it known that 1, JOHN V. MOADAM, a citizen of the United States, residing at Granite City, in the county of Madison and State of Illinois, have invented a new and useful Car- Bolster, of which the following is a specification.

This invention relates to car construction,

and principally to 'the construction and arrangement of the body bolsters or other transverse bolstersor transoms and the manner in which they are connected to the longitudinal sills or frame.

One object of the invention is to improve the construction and arrangement of the draftgear to the end that all compression and tensile strains in the direction of the length of the car shall be transmitted without strain on the body-bolsters or other transverse members of the frame, so that, in effect, the center sills shall form continuous vention consists in the nove ,and arrangement of parts hereinafter fully draw-bars.

A further object of the invention is to so construct the bolsters that the longitudinal sills, which are enerally formed of a number of sections, shall be arranged with the ends of said sections abutting, thus materially reducing the shearing strains on the rivets or bolts.

' A still further object of the invention is to provide for the interlocking of the bolsters and center sills in such manner that the sillsections may abut at the vertical center of the bolster and maybe united by connecting plates or bars independently of the connections between the sills and bolster proper.

A still furtherobject of the invention is to provide a structure in which the draft-arms may be made of either rolled or cast metal, arranged to abut against and form continua- .tions of the center sill without regard to the accordance with the size and character of the draw-bar and its connections.

With these and other objects in view, as will more fully-heremafter appear, the inconstruction described, illustrated in the accompanying drawings, and particularly pointed out in the appended claims, it being understood that vanous changes in the form, proportions, size, andvniinor details of the structure may be made without departing from the spirit or sacri mg any of the advantages of the invention.

clearly illustrate the construction.

In the drawings, Figure 1 is an inverted plan view of a portion of a car-frame, illustrating a body-bolster constructed in accordance with the invention, a portion of the bol ster being broken away in order to more Fig. 2 is an elevation of the bolster, showing a portion of the car frame and flooring in section. Fig.

3 is a sectional perspective view of the cen-- tral portion of the bolster and portions of the center sills. Fi 4 is a transverse sectional elevation of the bolster on the line 4 4 of Fig. 2, the view being on an enlarged scale. Fig. 5 is a central vertical section of the bolster on the line 5 5 of Fig. 2. Fig. 6 is an elevation of the central portion of the bolster, drawn to an enlarged scale and illustrating the employment of I-beams in the place of channelars for the center sills. Fig. 7 is a view similar to Fig. 4, showing the surfaces of the bolster and center sills in the same horizontal plane. Fig. 8 is a detail view illustrating a further modification of the invention. 1

Similar numerals of reference indicate corresponding parts in each of the severalviews.

In the drawings the bolster 10 is of the t pe known as a body-bolster, but with t e exception of the central portion of the bolster, which carries the malecenter plate and is arrangedfor the reception of the center or king pin, the bolster is adapted for use 'at any point in the length of the car to take the place of any of the transverse bolsters or transoms.

At each side of the vertical center of the bolster is arranged anopening 11 for the reception of the ends of the center sills 12, these being usuallv in the form of channelbars. The wall of this opening is provided with a flange 13, which projects from each practically continuous sills from end to end of the car, the draw-bar arms, which extend from the bolster toward the ends of the car, being formed either of rolled or cast metal and the arms being arranged on diverging or of the sills, the rivets 20 passing employed to connect the wings, the sill member, and the splice-bars 21,'and, in addition to these,rivets 22 are also splice-bars to the vertical webs of the sills, so that under both thrust and tensile strains the shearing efiect on the rivets will be materially lessened.

. .As an additional precaution, bottom splice-bars 24 may be placed under the sill member and secured thereto by rivets 25, additional rivets 26 being employed to connect the lower web 17 of'the bolster to both the sill-sections and the splice-bar 24. Additional'connections may also be employed at the tops of the sills, these taking the. form of either angle or channel bars, a channel-bar 27 being shown in Fig. 3. The horizontal main web of the channel-bar 27 is secured to the u per web 16 of the bolster by rivets 28, and t e vertical webs of said channel-bar are secured to the sills by rivets 29, being preferably extended through openings formed in splice-bars 30, arranged against the outer faces of'the sills.

The construction of the bolster and its connection to the sills renders the center sills practically continuous from draw-headto draw-head, arid there will be little or no strain on the bolster proper, the latter being pro- 4 tected from shocks and jars incident to work the beam-sections in abutting relation, it-is on heavy trains.

' The sill members, while usually formed of channel-bars, may be formed of I-beams or beams of any other type, Fig. 6 illustrating a construction in which I-beams are em loyed and the shape of the openings 11 in t e bolsters being correspondingly altered. In this case also the upper splice members take the form of angle-bars 27 instead of the channelbars 27, although either form of splice may be used in their construction.

In the construction of some cars it maybe advisable to place the upper ed es of the sills and thetops of the bolsters in t e same horizontal plane. Fi 7 illustrates a construction of this type in which the sill members are recessed at 19 and 19 in order to receive the bolster and permit the ends of the sillsections to abut.

While it is preferred to arrange the ends of not in all cases essential that the ends of said beams be in direct contact, and in some cases a fillin -bl0ck 32'may be placed between the ends 0 the sections, as shown in Fig. 8, the

The end porthrough the block serving as a means for transmitting end thrust directly from one section to the other. While this modification may be of service in some cases, it is preferred to place the beams in direct contact with each other; but in any case the beams are considered as abutting when so arranged, either with or without the filling-block, as to transmit endwise strains directly from section to section of the sillwithout the intervention of the bolster. I

Having thus described the invention, what is claimed is-- 1. In car-frame construction, a bolster and longitudinal sills, the latter being formed in sections the ends of which abut within the limits of the-bolster.

' 2. In car-frame construction, sills formed of abutting sections, and a bolster member. secured to said sections.

3. In a car-frame construction, the coinbi nation with the bolsters, of sill members formed in sections, the ends of the sections abutting within the limits of the bolster and being connected to form continuous draft members.v I

4. In car-frame construction, a bolster having an opening, and a sectional sill, the sections of the sill fitting within said openings and having abutting ends.

5. In car-frame construction, a bolster having a transverse opening and a sectional sill,portions of the sill-sections being cut away to permit the insertion of said sills within the bolster-opening, the ends of said sections abutting.

6. In-car-frame construction, a bolster, a

sectional sill, the bolster and sill-sections being recessed to ermit the sill-sections to abut, and means or securing said sill-sections to the bolster.

7. In car-frame construction, a bolster having a flanged opening, -,a sill formed in sections the ends of which are arranged within said openings and abut, and means for securing said sill-sections to the flange.

8. In car-frame construction, a bolster having a transverse opening one wall of which is provided with flanges forming laterally-extending wingsfa sill formed-1n sections the vertical webs of; the sections being recessed for the receptionof portions of the bolster, and the ends of. said sections abutting within the lines of the bolster, and means for securing the vertical webs to said wings.

9. In car-frame construction, a bolster, a; sectional sill, the ends of said sections abutting within the limits of the bolster, and splice-bars connecting said sections independent of the bolster. r

10. In car-frame construction, a bolster, a sill having sections the ends of which abut within the limits of the bolster, and splicebars connecting said sections.

'11. In car-frame construction, a bolster.

' bolster-flange, splice-bars, and means for sehaving a transverse opening, the Wall of which is flanged, a sectional sill, the ends of the sections extending partly in said opening 12. In car-frame construction, a bolster having a flanged opening, a sill formed in sections, the ends of said sections being partly recessed to fit around the bolster, means for securing said sill-sections to the curing the splice-bars to the sill-sections.

13. In car-frame construction, a bolster having a transverse opening, the Wall of Which is flanged, a sill formed of sections the ends of the sections abutting, means for securing the sections to the flanges, splice-bars, means for securing the splice-bars to the sillsections, and means for securing the flanges of the sill-sections, and splice-bars to ether.

14. In car-frame construction, a olster having a transverse opening the wall of Which is flanged, a sillformed of sections, the ends of said sections being arranged Within said opening and arranged to permit the transmission of endwise strains Without the intervention of the bolster, and means for secur- JOHN v. MoADAM.

Witnesses:

C. E. DOYLE, ALFRED B. DENT. 

